Railroad crossing  traffic system



July 7, 1931. A. s. SHAVER RAILROAD CROSSING TRAFFIC SYSTEM Filed June 14, 1927 2 Sheets-Sheet l July 7, 1931. A. a. SHAVER 1,813,260

RAILROAD CROSSING TRAFFIC SYSTEM Filed June 14. 1927 z Sheets-Sheet 2 i I i 1 i i l i J 7 672104"- kflrvmbad/i 572a 08/7 5 M d w {I L1 M 5 9 g mm 7 J I a: 1- 252 76151 75 E Iii 06$:

Patented July 7, 1931 If UNITED STATE PATENT Gems ARQHIBAL'DG. SHAVER, or oII oAeo; ILLINOIS nainnonn onossms TRAFFIC SYSTEM Application inea June 14,1927. Serial No. 198,825.

10 the supervision'andoperation of a mansta= ti'oned at or nearthe crossing, who, when a train approaches the crossing sets the signals on the opposing line to stop trains on that line, and-then clears the signals for the approaching train to proceed over the crossing. In the case of such plants, the signals areinterlocked with each other so that only one-route can be cleared at a'time. v I It is the purpose of this invention to provide a railroad crossing protection system effective in expediting and protecting trains operating over the crossing similarly to the system now ordinarily used by the railroads, but instead of having signalmen to operate the. system the operation will be manually controlled from the train as it approaches the crossing.

, Another object of the invention is-to make thercrossing protection system effective for trains operating, at reduced speeds.

. Still another object of the invention is the provision that a signalgoverning one route over the crossing can only be cleared when all signals governing on conflicting routes over 5 the crossing are indicating stop, and the tracks between signals are unoccupied.

Stillanother object of theinvention is the provision of a system such thatthe firsttrain operating the crossing protection system iolds the right of way over the crossing.

VAnother object is to permit a train such as a freight to stop before the home signal govfer'ning it over the crossing and wait for an other train such as a fast passenger trainon a conflicting route to approach and operate the crossing protection system to let itself over thecrossing. f

y A further, object of the-invention is, to require a trainto consume at least a certain predetermined time in approaching andpassoperating means on the roadside and on the ing over the track means order that the i crossing protection system may beoperated. A still further. object of the invention is an arrangement of manual means on the train for the operationof the system such that it 55 is only operative under prescribed speed conditions and automatically becomes inoperative as soon as the prescribed speed. is exceeded. I i V I A still further object of the invention is m to make theengineer of the train alert to the dangers of the crossing by making it necessary for him to operate the protection system himself to let his train over the crossing.

. :Other objects of the invention will appear 6 in the description. and explanation which follows: V c A I Figure 1 is a diagrammatic illustration of the invention showing the railroad tracks and crossing and the circuits on the roadside.

Figure 2 is adiagrammatic illustration of the circuits and equipment on the locomotive.

, Figure 3 is a diagrammatic illustration of an alternative arrangement of one section of theroadside equipment and the circuits approaching the railroad crossing.

' Figure 4 is a diagrammaticillustration of the circuits and equipmenton the locomotive in a different form from that shown in Figure '2, and this may be considered as the pre- I ferred form. p

Figure 5 is an enlarged View showing the connections 'atthe rail crossings in Figure 1.

The invention consists generally of co- 5 train constituting a complete signal'system. The means on the train is manually operated while the roadside means is automatically responsive to the train means. The combination is so constituted that any train, which secures the right of way over thecrossing, is in effect the signal operating station upon enteringits right airway, and after such entry the system is automatically operable to maintain itself set against other trains,' and after the train has safely passed the crossing and has passed the confines of the system, there is automatic operation to establish the initial condition. 7 The means on boththe trainand the track by which a. co-operative relation is obtained are preferably such that physical contact or mechanical operation is dispensed with. Specifically, electrical induction is the pre ferred co-operative force. Consequently the embodiment of the invention hereinafter described is directed to a system in which elecbro-magnetic inductors are used.

Fig. 2 represents a simple train inductor system as provided on a locomotive. This system comprises generally in one circuit 10, an electro-magnetic inductor 11, an electric generator 12, a hand switch 13, which may be of the impulse type, or of the time interval type which automatically opens after a predetermined time, and if desired a speed governed switch 14: operated by a governor 15v The governor is connected with the running gear so that the circuit is automatically closed at the switch ll. when a predetermined condition of speed obtains. The line 10 represents a modification of the circuit to cut out the speed governed switch, if desired. It is to be understood that energizing this system by the engineer, so affects the track means as to operate the track signals of this invention.

Fig. 4 represents a modified and a preferred form of system for the locomotive. This corresponds to the system of Fig. 2 insofar as it has connected in series an inductor 16, a speed controlled switch 17 and a generator 18. The hand switch of Fig. 2 is herein replaced by a relay switch associated with a suitable speed indicating signal and a manual operating means. There is relay coil 19, one side of which is connected directly to the inductor 16 by wire 20. The other side is connected to the generator through contact 21 and relay switch 20. which is operated by the coil 19 and manual operating means 24. Inductor 16 is connected on the other side to generator 18 by a conductor leading through the speed controller switch 17. 21 is a front contact for the re lay, there being also a back contact 22 connected through a lamp signal 23 across the generator but through the speed switch 17. A push button 2k is associated with the armature to move if from its normal position against contact 22 toward contact 21. \Vhen speed switch 17 is closed, i. e., under a predetermined speed, the indicator signal 23 shows this fact. It the signal is extinguished. the speed is greater than that which may be prescribed for operating the system. Pushing the button shifts the current flow, by bringing switch 20 against contact 21, thus ener izing the inductor and the relay coil. The relay maintains this condition until the circuit is again broken, as by the speed controlled switch upon exceeding the prescribed speed limit. The button 24-, being of the impulse type, cannot beheld or fastened in the up position to keep armature switch 20 permanently against contact 21 whether coil 19 is energized or not.

The track system in connection with which the present invention is herein described, is a grade crossing at which one line AB (Fig. 1) crosses another line C-D, the two rails of each being represented by the heavy lines. At the junction the rails are insulated and suitable electrical connections a, Z), c and (Z are used to complete the rail circuits. At predetermined distances, say 500 feet, along each direction from the junction, home signals 25A, 25B, 25C and 251) are positioned. The stretchesof track A-B and CD between home signals are insulated lengths and each is provided with a track circuit. For AB the track circuit battery is 26A and the track circuit relay is 29A. For C-D the battery is 26]) and the relay is 29C. The coil 56C of relay 29A is connected to the track rails A-B by conductors 27A and 28B. The coil 56A of relay 29C is connected to the track rails CD by conductors 27C and 281). For the purpose of explanation these relays are to be considered as part of an interlocking system later to be described. The function of such an interlocking system is to co-ordinate the signals and the actions along all directions from the junction, the action in each direction being the same as that for any other direction. Each of the four lines A, B, O and D, out from the junction, are similarly equipped and similarly wired, providing three conductor leads from the equipment at the home signal to the interlocking system. For this reason it is sulficient to describe the equipment and the wiring at one of the signal stations and then to describe the co-ordination of the tour similar track systems as they are related in the interlocking system.

The track system in the direction A, will serve this purpose. Between the rails, out side of the insulated length of track, there is an inductor 3O influenced by the locomotive inductor. The track inductor is connected in circuit 31 with the coil 32 of a suitable socalled inductor relay 33. The inductor relay switch 34 is connected into a circuit, which is completed through the interlocking system, and which includes wires 35 and 36 leading thereto. The purpose of the track inductor is to close the circuit between wires 35 and 36 at the track system end, but it is to be understood that as soon as the train inductor has completed its movement over the track inductor, the relay switch 34 will open. Consequently means are employed to maintain the circuit closed after the train has passed. This is accomplished by a second relav 37 having the coil 38 interposed in the line of the circuit wire 36 leading to switch '34. The armature of 38 provides a relay switch 39 which is in parallel with relay switch 34: and which is closed on energize:

tionof coil 38, this switch being connected by wire to the conductor connecting relay' switch 34 with the coil 38 and by wire 41 to the wire 35. Thus, when the inductor relay switch 34 opens, the coil 38 remains energized if there is current flowing in circuit. wires 35-36. .Relay 37 is also employed as the home-signal controlling means. There is. a second armature 42 associated with the coil38'which serves asa switch arm between a front contact 43 and a back contact 44. This switch 42-43' controls the home signal by a circuit including a source of electricity 45, wire 46, switch 4243, wire 47, homesignal 25A, wire 48 and source The home-signal is arranged to indicate clear or proceed when current flows in the last described circuit. When no current flows through the homesignal it automatically indicates stop and in this condition it is arranged to affect the electrical circuits by closureof a control switch 49 associated with the signal. Thus,

switch 49 is under control of the relay 37 when the signal 25A is controlled. Switch '49 is connected by wire 50 to the back contact 44 of the relay'37 and the wire 46 to battery 45, and by wire 51 to the interlocking system. A wire 52 connects lines 36 and 48. It is to benoted that switches 49 and 42-44 are in series and operate together. 49 could be omitted, but it serves as a check on the position of a semaphoreflarm when.

used. I Y

The foregoing describes the circuit arrangement and equipmentat the location of signal 25A. The arrangement of the equipment and circuits at each of the other signals 25B, 25C and 25D is the same as that here described'for 25A. At the signal 25A the conductors 51, 36'and 35 connect respectively with the conductors 51A, 36A and 35A leading' to the interlocking system. Fromthe signal location 2513 the conductors 51B, 36B and. 35B lead to the interlocking system. Similarly three conductors correspondingly numbered but with the sufiixes C and D lead respectively from signals 25C and 25D to the interlocking system. I The interlocking system is represented in Fig. 1 within the boundary designated by dotted line 55. It includes the track relays 29A and 29C already described. The track relays comprise the coils 56A and 56C and the switches 57A and 57 C respectively. For each of the track systems along the directions A, B, C- and D there is a repeater relay designated 58A, 58B, 58C and'58D, the coils of which are respectivelyconnected to the wires 51 and 36 of the separatetrack systems. However, all the-four wires 36 are connected in common to provide'a so-called common return. The switches of the repeater relays 58 are not identical. Relay 58A has three switches A1, A2, and A3. =Relay 5813 has a Switch 7 has two switches -D1'and D2. A source of electricity is provided for the signal control relay coils 38 and for the interlocking: system. These various elements are connected as follows: i

One side of the source 59 is'connected by wire 60 to the common returnv 36 of the repeater relay coils. The other side of the source is connected by line 61 through the track relay switches 57C and 57A to the junction point 62. At 62 the line splits, one part leading to one sideof switch B1, and the other side leading to one'side of switch D2; The other side of switch B1 is connected by wire 63 to one side of switch D1, thence by the parallel wires 64 and 65 to switches Aland Cl respectively. r

- The other side of switch Cl is connected to the wire 35A from the track system along A. The similar wires 35B, 35C, and 35D are connected respectively (as the only connections) to switches A3, A1 and A2. The other sides of switches A2 and A3 are connected by wires 66 and 67 to switches C2 and C3 respectively. From switch C2 the line runs'by wire 68 to wire 63; and from switchfC3 it runs by wire 69 to switch D2 through which. it connects with the junction 62 already described.

For the. purpose of illustrating the operation of the system it will be assumed that a' train approaches the crossing from direction A.- The normal status of thesystem is such that every home signal 25 is set at stop. The inductor relay switches 34 are open and also the signal control switches of relays 37 The signal'operated control-switch 49 and switch 42-44 are closed, thus completing a circuit'through the track system between wires 36'and 51, as follows: wire 36, wire 52, battery 45, wire46, armature 42, back contact 44, control switch49, wire 51. Wire 51 connects towire 51A; and since wires 36 and 51A connect to coil 58A, this latter is energized with control switch 49 and contact 42 -44 closed. Thus the switches A1, A2 and A3 are closed normally. In the interlocking system a: similar energized circuit is continued through'each of the repeater relay coils 58 leading to each signal location and similarly controlled for each track system. .The energizing of these coils, therefore,-normally holds the various switches of the repeater relays closed as shown in the drawings; i.-e., 58B energized holds switch B1 closed; 58C energized holds switches C1, C2 and C3 closed; and58D energized holds switches'Dl and D2 closed. Q When an approaching train attempts to enter the protected region of the crossing the manner above described, and if the'tracks A'B and CDbetween the signals are clear such operation will shift the home-signal engineer energizes the train inductor, in they corresponding with the inductor energized from stop to clear. This shifting operation is effected by the momentarily induced current in track inductor 30, thus closing relay switch 34, which completes the circuit comprising, conductors 35 and 35A, switch C1, conductor 65, switch D1, conductor 63, switch B1, conductor 61, switch 570, switch 57 A, conductor 61, battery 59, wire 60, common conductor 36, relay coil 38, and conductor leading to front contact of switch 34. The closure of this described circuit energizes coil 38 of relay 37 closing switch 39, and shift ing switch 42 from back contact 44 to front contact 43. Vith the closing of stick switch 39, coil 38 remains energized in a circuit comprising battery 59, wire 60, common conductor 36, coil 38, conductor 40, switch 39, conductors 41 and 35A, switch C1, conductor 65, switch D1, conductor 63, switch B1, conductor 61, switches 57C and 57A and conductor 61 to the other terminal of battery 59.

When switch 42 is shifted from back con tact 44, relay coil 58A. is deenergized and switches A1, A2 and A3 controlled by 58A are opened, thus opening the controlling circuits respectively of the relays corresponding to 38 and associated with signals 25C, 25D and 25 B. Under these conditions, a train approaching the crossing from directions C, D, or B can not clear the signal giving it the right of way over the crossing even though it should energize the inductor in its track in an attempt to do so.

The shifting of switch 42 to the front contact 43 closes a circuit from battery 45 and conductor 46 through conductor 47, signal mechanism 25A and conductor 48 to battery 45, thus clearing the signal 25A so that the approaching train now has the right of way over the crossing.

Accepting the clear signal 25A, the train proceeds in the track A-B and while therein the wheels and axles connect across the track rails shunting and deenergizing the relay 29A so that contact 57 C is opened. The opening of contact 57 C deenergizes the relay coil 38 so that switch 39 is opened causing signal 25A to resume the stop indication. Also, since open contact 57 C holds open the controlling circuits for all the signals, no other train on any route can clear a signal to pass over the crossing. Vhen the train passes out of the stretch AB, track relay 29A is again energized closing the contact 570, and the interlocking is again in normal condition to be operated by a following train coming from direction A, or by a train approaching the crossing on any of the other routes.

The operation in the case of a train approaching from directions B, C or D is similar to that erplained for the train approaching the crossing from direction A.

In the case of a train approaching from direction C and clearing signal 25 G, relay coil 586 is deenergized opening contacts C1, C2 and C3, thus holding signals 25A, 25D and 2313 at stop. F or trains approaching from directlons B or I) relay coils 5813 or 58]) are deenergized respectively thus blocking all the conflicting routes.

With a train in the stretch CD track re lay coil 56A is deenergized to hold the signals of all routes at stop.

A modification of the track inductor circuit isshown in. Fig. 3, which may be considered as employed in combination with the first described and modified train inductor means of Fig. 2, with conductor 10A substituted for the circuit through the speed controlled switch 14. In the train circuit for this combination the time interval s vitch 13 of Figure 2 preferably employed without the speed controlled switch, the energized circuit being, generator 12, conductor, switch 13, conductor, inductor 1.1 and conductors 10 and 10A. Themodification in the track includes a time relay switch interposed between the track inductor and the inductor operated relay. In Fig. 3 the track inductor is in circuit with the usual relay 7'1 (corresponding to relay 33) through a relay switch 72 controlled by coil 73, these two latter elements constituting a time relay J in which a predetermined interval of time elapses after energization of 7 3 before the switch 72 is closed. Coil 7 is in series with a battery 74, and a relay switch 75, held open by an energized track relay 76 connected by an insulated section S of the track lying between the signal and the approaching train and in the region including the track inductor. A track battery 27 provides current for the track relay 76.

In the operation, as soon as a train enters the track section S, relay 7 6 is de-energized closing the time interval relay circuit. The engineer closes the particular switch 13 in the locomotive. The track inductor is placed between the entrance and exit of track section S and the speed. of the train must be so regulated that the inductors co-operate after the track inductor circuit is closed. If the speed of the train is too fast the track induetor will be passed before time relay J closes the circuit of the track inductor relay 71. If the speed of the train is too slow the locomotive switch 13, if of the time interval type, will open before the track inductor has been reached, requiring the special attention of the engineer to again close the train-carried circuit if he wishes to open the right of way to his train. The timed relations of the switches may be Varied to meet required conditions.

The invention therefore provides an interlocked railway grade crossing system of such character that the engineman of a train, desiring to cross over the railway crossing, may operate from the moving train the safety devices commonly provided, under the control is to be understood that it s appl cable toany enes trains in 'the use of the crossing; Novel: featuresof the invention also. include the proyi sion for obtainingthe right ofway on bntone route in one direction at onetime of several intersecti routes, and means forv restricting,

the speed at which trainswilllenter the inter.-

locking limits ofthe crossing. V

The present invent on is not tog loe cons d.- ered as limited to the specific disclosure andit plurality of intersecting crossings the i nterlocking of similar independent track. systems. The invention in. its broadest aspect contemplates all the, arrangements,modifications and embodiments falling within the.

soopeof the appended claims.

WVhat Iclaim as new is;

In a railroad crossing protection system of the character described including.- an interlocking means for coordinatingelectrical circuits, atracksystem' comprising means along thetrack adapted to receive an impulse froma passing train, a home signal 10 (rated between said means and the rail junc tion normally indicating stopv'and adapted to he changed to indicate clear, a local electric circuit adapted upon closure to change the signalto.clear, saidcircuit comprisingan electrical source,.a relay operated switch,- and said signal; a relay'coilfor said switch, a current providing .means adapted to energize said coil uponthe receiptof said impulse ,fromthe train, a secondirelay switch associated with saidcoil, normally live ters minals "connected into the interlocking means, a loop of (i-circuit connected tojsaid terminals comprising said second relay switch, and said relay coil, .whereby when said terminals are alive. the signal may be. held clear, and. Whenv said terminals are deadthesignal indicates stop, and a loop of a circuit normally. completed in the interlocking means, said loop comprising in series, a switch. adaptedto he closedvvhen the signal indicates stop, and the-electrical source. 1 I i j 2. In a railroad crossing protection system. of the. character described includingan interlocking means for. co-ordinating electrical circuits, a track system comprising' a normally indicatingtstopl, an, inn pnlse receiving member adapted to be condi tionally influencedby a passingtrain means responsive tothe receipt or" an impu-lse to change the signalto indicate. clearwduring v the continuation. of said. impulse, electric terminals connected to the interlocking. men ns. means in. circuitwlth said terminals to-ma-intainthe signal'a t clear when said terminals are alive andin the. absence of a n impulse to permit when saidterminals are dead the return of the signal to normal stop position, and a loopoffacircuit norwmp te in;the i ter e kies'system signal from .Fstop tov clear,fs aid signal comprising in series,-a source of electricity anda switch adapted to be closed when the sig" l infistopl position. I a railroad crossing. protection system of the.character descrihed including an interlocking. means. for coordinating olectri-; calci rc its, a tracksystein compi sing a sigrial nounally indi ating stoi,a track-side inductor adapted to he in nenced by an inductor onv a passing train, a, relay connected in a closed circuit with said track side inductor, a'control' relay having a coilinin a circuit. comprising the switch of the" inductor operated relay, said coil, and a. pair normally live terminals connected into the interlocking: means, two switches Cpart oftli'e control relay, one being iQ- llfi f lay switch tocontinue energization ofthe' contro lrelaycoil' initiated by. the inductor relay when said pair of terminals are'alive, the other switch of the control relay being adapted upon energizing the control relay to'sliitt signal from stopfto clear, a means associated with said switch and signal to operate the signal','and a loop eta second circnit normally completed in the interlock? ing means, comprising in series, a source of electrical energy. anda switch adapted to be closed at the stop signal and open at the clear signal.

41-. In a railroad crossing protection system havinga means for interlocking a plurality of imilar track systemaa track systemlcompi i'gf'in combination, a home signal nor: mally indicating .Fs top, means along .the tracliadapted conditional operation from a'train, approachin g'said signal to change the it live terminals controlled. from the int-e locking means, a circuit loop connected to saidterminals ncluding means adaptedto permit suchfa changeof the signal from similar track systems, a track system comp isn" 1n coinbina ion ahome signal nor- I mally 1DCl1 C l,t111g StO] 3., means along the traokaidaptedfor conditional operation-from a tra n spproachingsaid s gnal to change the yvhe cleared, hein maintainedin the c ear p oslt on by means independent otany inmail from step to-clear, a'pair of nor.-.

in parallel across theindu ctor re 7 fluenoing action oisaid train until said signal;

enlivened and controlled from the interlocking means, and the other being enlivened and controlled in the track system, means in the loop of the first circuit adapted to permit train operation of the signal when said circuit is alive, and means in the loop of the second circuit associated with the signal in such a way as to render the circuit dead when the signal indicates clear.

6. A railroad crossing protection system comprising in combination, a plurality of track systems including a signal and means adapted conditionally to change the signal from normal stop indication to clear in response to a condition initiated on a passing train approaching said signal, an interlocking means including a plurality of relays, each relay being located in a normally closed relay circuit extending between the interlocking means and each track system, means adapted to open each relay circuit upon achange in the corresponding signal from stop to clear, a conditioning circuit eX- tending between each track system and the interlocking means adapted to be enlivened in the interlocking means and normally closed therein, means in the track system to close said circuit by operation from the train,

means in the track system responsive to current flow resulting from said closure to permit changing the signal from stop to clear and thereafter to maintain said signal clear till the train has passed the signal, and means in the interlocking means adapted during a clear signal to prevent a controllingcurrent flow to any other track system.

7. A railroad crossing protection system comprising in combination, a plurality of track systems including a signal and means adapted conditionally to change the signal from normal stop indication to clear in res onse to a condition initiated on a passing train approaching said signal, an interlocking means including a plurality of relays, each relay being located in a normally closed relay circuit extending between the interlocking means and each track system, means adapted to open each relay circuit upon a change in the corresponding signal from stop to clear, a conditioning circuit extending between each track system and the interlocking means adapted to be enlivened in the interlocking means and normally closed therein, means in the track system to close said circuit by operation from the train, means in the track system responsive to current flow resulting from said closure to permit changing the signal from stop to clear and thereafter to maintain said signal clear till the train has passed the signal, means in the interlocking means adapted during a clear signal to prevent a controlling current flow to any other track system, and means associated with the track sections and the interlocking means adapted to break all of said conditioning circuits when a train is in a section.

8. A protection system for gradecrossing railroads comprising in combination, a sig nal and a signal operating system located on each rail line remotely from the crossing to govern a train approaching the crossing, said system being adapted for conditional operation from the train, a signal controlled interlocking station for controlling the operation of each signal, said station including electrical control means extending therefrom and controlled therein to each system to both permit and prevent local signal operation, and a second electrical controlling means extending from each system to the interlocking station arranged to cause all but one of the first electrical controlling means to prevent signal operation when the signal of that one indicates a right of way over the crossing.

9. A protection system for grade crossing railroads comprising in combination, a signal and a signal operating system located on each rail line remotely from the crossing to govern a train approaching the crossing, said system being adapted for conditional operation from the train, a signal controlled interlocking station for controlling the operation of each signal, said station including electrical control means extending therefrom and controlled therein to each system to both permit and prevent local signal operation, a second electrical controlling means extending from each system to the interlocking station arranged to cause all but one of the first electrical controlling means to preventsignal operation when the signal of that one indicates a right of way over the crossing, and means associated-with the track sections between the signals for operation by a train on the tracks to render all the first mentioned controlling means ineffective to permit a signal operation to indicate clear.

10. In a railroad crossing protection system, time governed means on the train in co-operation with time interval governed trackside means for clearing the route over the crossing.

11. In a railroad crossing protection system, means on the train, responsive to the speed of the train, co-operating through an air gap with roadside means to clear the route over the crossing.

12. In a system for producing track-side operation from a train in combination, operating means on the train comprising electrically energized means for effecting a trackside operation, a source of electrical energy, and a manually operated switch capable of automatic release after a predetermined time interval following switch closure, and trackside means comprising devices responsive to said operating means through an air gap.

18. In combination, means on a train adapted to be electrically energized for a controlling. means conditionally responsive to said actuated track-side means, and other 1 means adapted to be operated by the train in moving over a given length of trackin a given time interval to permit response of the controlling means to the actuated track-side meansp' lhAtime interval train controlled track signal system having incombination a track signal conditionally responsive for actua tion, a track-side inductor arranged to be energized from a train, a relay for operating the conditionally responsive signal and a time delayed switch in series with said inductor, an independent relay circuit having a switch arranged upon closure to efi'ect closure of the" delayed switch, an'insulated section of the railway track within which the inductor is placed a predetermined distance from one end, a battery and a relay across the rails'of the track section, said relay beingv associated with the switch inthe iii-depend ent circuit in such a manner that said circuit is closed when the track relay is deenergized by the passage of a train over the rails, the delayed action of the. time I switch. and the location of the inductor being such as to require less than a predetermined train speec for operation of the signalfrom the: train.

'15. In combination, an electriccontrolling device on a train adaptedto be manually set for a predetermined intervalofactivity,."a track-sidemeansadapted'to be responsive to said device during. its periodof activity upoir coincidence, means associated with the; track adapted automatically. upon the tra n passing a given point located at a predetermineddistance from the track-side means to initiate atimed and delayed action in said track-side means leading to-its responsiveicondition,.the manualoperation of said switch being made in given relation to the train passage at given point," the distance betweensaidpoint and said track-sidermeans, and the time of activity' of the train'devicc'a'll being such as to require lessfthan a given train speed or further manual attention to eflect co-open. ationof the train device and the track-side means. L 1 16. In combination, two interse'ctln'g 1n-.

. sulatedlengths ofrailroad track mutually insulated from each other, a battery and relay for each length arranged for short circuiting the relayfwhen a train' is within anylength, train signal systems adapted to-be condit ionally operated by a: train-for each end of each length to govern the entry-of a train into saidlleng'th, and interlocking means associating all the signal systems and the track relays into a co-operative whole wherebyoperation of one signal to clear any length renders thejother s gnals inoperative, and the presence of a train Within anylength renders traclcm I 17. In. combination, intersecting insulated. lengths of railroad track mutually insulated from each other, an electrical circuit for each a signal inoperative .to clear.. any: other length arranged to be influenced by the pres enceof a train in the length, train signal sys:-,.

tems adapted to be conditionally operatedby" a device on a train for each end of each length to govern the entry of a tralninto said length, and lnterloclnng means associatingthesignal systems and the electric circnits'into;afcoop-' erative whole, whereby operation of one signal to clear any length renders the. other signals inoperative, and the presence of a trainwithin any any. length renders. a signal; inoperative to clear"any'other track.

18. In combination, intersecting lengths of railroad track mutually insulated from each.

'other,an electrical circuit for each length arranged to be influenced by the presence of a train in the length, asignal for each length adapted for conditional operation from train carried devices. in cooperation Withtrack side devices, track side devices holding said signal at clear after same has-been cleared for the entry of a trainintosaidlength, and interlocking means associating the signals,

track side devices andelectric'circuits into a cooperative whole,fwhereby operation of one signal to clear for any length renders the other signals iii-operative to dearth-and the presence are train within anylength ren- I ders all signals inoperative to clear; J 19; In comblnat on, intersecting lengths of railroad track, an electric c1rcu1t for each length arranged'to be influenced by the'pres: I

'ence of a train in the length, a signal adapted to be 'operatedfrom" a manually .controlle'd' speed governed train fcarriedsystemcooperating with a track system for each, length of track to govern theentry-of'a traininto said length, and interlocking means associating the signals, track systems andfelectrio circuits into a cooperative whole, wher.eby the operation of onevsignal to clear. for any length renders .thezother signals inoperative to clear, and'the. presence of a-train with in any length renders all signalsinoperative to clear. v. 1 20. In a crossing protection systemin combination, intersecting'lengths of track the entryof a train to each of which is governed by a signal, train means forv conditionally actuating a track-side means, controlling means responsive to 'saidtrack side means. when. acv tuatedfor operating a signal, and other means adapted to be operated-by the-train in approaching a length of track to permit response ofthe controllingmeans to the'ac-. tuated track means for operating the signal for said length, i M

g21. In a crossing protection .system in combination, intersecting lengths of track the entry of a-train .tov each of which 1s n;

erned by a signal, means interlocking the operation of said signals such that when one signal indicates clear the other signals must indicate stop, train carried means for optionally actuating a trackside means, controlling means responsive to said trackside means when actuated for operating a signal to clear, and other means adapted to be operated by the train in approaching a length of track to permit response of the controlling means to the actuated track means for clearing the signal for said length.

22. In a crossing protection system in combination, intersecting lengths of track the entry of a train to which is governed by a signal, train carried means for actuating a trackside means, controlling means conditionally responsive to said actuated trackside means for operating a signal, and other means adapted to be operated by the train in moving over a given length of track in a given time interval to permit response of the controlling means to the actuated trackside means for operating the signal for said length.

23. In a crossing protection system in combination intersecting lengths of track the entry of a train to each of which is governed by a signal, train carried means adapted to be set for a predetermined interval of activity for actuating a trackside means on coincidence, controlling means responsive to said actuated trackside means for operating a signal for one of said lengths, and other means associated with said controlling means for holding said signal in the condition to which operated.

24. In a crossing protection system in combination intersecting lengths of track the entry of a train to each of which is governed by a signal, train carried means adapted to be set for a predetermined interval of activity for actuating a trackside means on coincidence, controlling means responsive to said actuated trackside means for operating a signal for one of said lengths, and other means associated with said controlling means for holding said signal in the condition to which operated independent of any influencing action of said train till the signal is passed by the train.

25. In a crossing protection system in combination, intersecting lengths of track the entry of a train to each of which is governed by a clear signal, train carried means adapted to be set for a predetermined interval of activity for actuating a trackside means on coincidence, controlling means responsive to said actuated trackside means for clearing a signal fonthe length of track the train is to enter, and other means associated with said controlling means for holding said signal at clear after same has been cleared.

26. In a crossing protection system in combination, intersecting lengths of track the entry of a train to each of which is governed by a clear signal, means interlocking the operation of said signals such that when one signal is cleared the other signals must indicate stop, train carried means adapted to be set for a predetermined interval of activity for actuating a trackside means on coin cidence, controlling means responsive to said actuated trackside means for clearing a signal for one of said lengths, and other means associated with said controlling means for holding said signal in the clear condition after same has been cleared.

27. In a crossing protection system in combination, intersecting lengths of track the entry of a train to each of which is governed by a clear signal, train means for actuating a. trackside means, efiective only under a. restriction in the speed of the train, controlling means responsive to said actuated trackside means for clearing a signal for the length of track the train is to enter, and other means associated with said controlling means for holding said signal clear after same has been cleared.

28. In a crossing protection system in combination, intersecting lengths of track the entry of a train to each of which is governed by a clear signal, means interlocking the operation of said signals such that when one signal indicates clear the other signals must indicate stop, means on a train for actuating a trackside means on coincidence eifective only under a prescribed rate of speed for the train, controlling means responsive to said actuated trackside means for clearing a signal for the length of track the train is to enter and other means associated with said controlling means for holding said signal clear after same has been cleared.

29. In a crossing protection system in combination, intersecting lengths of track,track circuits for said lengths, signals controlling the entry of trains into each length, a circuit for each route corresponding with each signal containing a repeating relay which is energized when the signal for said route indicates stop, a controlling relay for each signal which may be energized to clear said signal when the repeating relays for routes conflicting with said route are energized and said track circuits are not occupied, a controlling device on a train adapted to be made active, a trackside means adapted to be responsive to said active controlling device to energize the controlling relay to clear said signal, and means responsive to said controlling relay to hold said signal clear after same has been cleared.

30. In a crossing protection system in combination, intersecting lengths of track, a track circuit for each length, signals governing the entry of trains into each length, a circuit for each route corresponding with each signal containing a repeating relay which is ener- .dition when the train has conflicting with said route are energized.

and said track circuits are not occupied, a controlling device on a train adapted to be made i active, and a track side means adapted to be responsive to said active controlling device to cause the controlling relay to clear said signal and hold same clear.

31. The combination with the intersection of a plurality of railroad routes of protective devices on each route controlling train movements over said intersection, track circuits for said intersecting routes, instrumentalities for operating said devices, train carried means in cooperation with track side means controlling said instrumentalities to optionally clear a route for a train to pass over the intersection and hold said route clear, and means operated by said track circuits restoring the instrumentalities to normal conpassed over the intersection.

32. The combination with the intersection of two or more railroad routes of protective devices on each route normally prohibiting train movements over said intersection, track circuits for said intersecting routes, instrumentalities for operating said devices, train carried means in cooperation with trackside means controlling said instrumentalities to optionally clear a route in one direction for a train to pass over said intersection, and

, means operated by said track circuits restoring said route to normal condition after the train has passed the intersection.

33. In a crossing protection system in combination, intersecting lengths of track the entry of a train to each of which is governed by a signal, train carried means adapted to be operated for actuating a trackside means on coincidence, and controlling means responsive to said actuated trackside means for operating a signal for one of said lengths and for maintaining said signal in the operated condition independent of any shunting action of said train till the signal is passed by the train.

34:. Ina railway crossing protection system in combination, intersecting lengths of track, a signal for each length governing train movements over the intersection, trackside means along each length, means on a train adapted to be operated to actuate one of said trackside means, controlling means responsive to such actuation to clear one of said signals for the train to proceed over the intersection and means associated with said one signal operative while said signal is at clear to render the signals on the other lengths inoperative to clear.

35. In a railwaycrossing protection system in combination, intersecting lengths of track, theentry of a train to each of which is governed by a signal, train carried means adapted to actuate a trackside means, said trackside means being actuated only when the speed of the train is under a prescribed rate, controlling means responsive to said actuation to operate one of said signals for the train to proceed over the intersection and means associated with said one signal operative while said signal is at proceed to render the signals on the other lengths in operative.

36. In a railway crossing protection system in combination, intersecting lengths of track, the entry of a train to each of which is governed by a signal, train carried means adapted to be set for a predetermined interval of activity for actuating a trackside means on coincidence, controlling means responsive to said actuated trackside means for clearing a signal for one of said lengths, and means associated with said one length operative by the presence of the train in said length to set said signal at stop.

37. In a railway crossing protection system in combination, intersecting lengths of track, the entry of a train to each of which is governed by a signal, train carried means adapted to actuate a trackside means on coincidence, said trackside means being actuated only'when the speed of the train is under a prescribed rate, controlling means responsive to said actuated trackside means for operating a signal for one of said lengths, and other means associated with said controlling means for holding said signal in the condition to which operated.

In testimony whereof, I have subscribed my name.

ARCHIBALD Gr. SHAVER. 

